A Big Bosomed Bee, Curious Cats, and Other Whimsical Art of Burning Man

I came across these cats a few years back way out on the Playa, about as far as you can get from Black Rock City and still be in the area fenced off for Burning Man. They definitely meet my description for whimsical.

 

It’s photo Friday for me where I put out a blog that is long on photography and short (or at least shorter) on words. I’ve been concentrating on Burning Man the past several weeks and will continue for a few more. I have my ticket for 2017 so I am excited. Hopefully next week, we will get a ticket for Peggy as well.

 

It isn’t just anywhere you would expect to find a big bosomed bee. But then again, you never know what to expect at Burning Man. Someone must have had a lot of fun crocheting the bra.

 

Having tackled the giant women of Burning Man, I’ve been thinking about what to feature next on Burning Man sculptures. Like mutant vehicles, there are so many it is difficult to choose and even harder to organize. I started by going through my photo library and picking out a few I thought might be of interest. That got me down to 1500. I think you can see my problem. “Okay, Curt, focus!” I admonished as I scrolled through the 1500 photos for the third time.

There are categories, sort of. They are totally arbitrary and from my perspective. But it’s a start. So today, I am going to feature what I find humorous, whimsical and weird, recognizing that the three are often combined in my mind. There are enough here that I will be presenting more over the weekend.

Dogs aren’t allowed at Burning Man, but they made an exception for this fellow in 2006.

My friend Ken decided that the dog was large enough to ride, but was a little confused as to the direction. Meanwhile, the dog’s family looked on, including…

Mr. Big Bottom…

Miss Short Legs…

And Miss Long Legs.

Pucker up…

And meet a suave Sphinx.

Ready for a little monkey business?

Or maybe some big monkey business? All dressed up in his pink tutu, Kong is ready to go out on the town.

Do you want to dance?

The sound man is ready…

With his necklace of speakers.

The hare will fiddle… (Photo by our friend Don Green.)

And the turtle will dance with you. (Photo by Don Green.)

Tomorrow’s Blog: More humorous, whimsical, and weird Burning Man sculptures.

 

A Shoplifter, the Sheriff, and Dynamite… The Sierra Trek Series

Tiger and Leopard Lilies are among the most beautiful flowers found in the Sierras and other California mountain ranges.

 

I’d actually had two good days on the Trek and we had put another 25 miles behind us. I was beginning to feel good, allowing myself an optimistic thought, or two. Foolish fellow. But we had passed the halfway mark. We were on our way home!

Today’s photos reflect some of the colorful  flowers that brighten our way as we hike through the Sierra Nevada Mountains.

 

Mule Ear flowers can fill dryer slopes.

 

On day six, we hiked into Foresthill, a small community 20 miles above Auburn. It was a long, hot, dusty, 15-mile hike in and out of steep river canyons with temperatures soaring over 100°F (37.7°C). Along the way we passed through Michigan Bluff, which had once been an important gold rush community. Leland Stanford got his start here, running a grocery store for miners. It was a much surer way of striking it rich than gold panning. For example, eggs cost $3 apiece. Expensive huh? Taking inflation into consideration, the price would shoot up to $80 today.

Stanford continued to prove his smarts. His future included becoming one of the Big Four in building the Transcontinental Railroad, serving as the Governor of California and a US Senator, and giving Stanford University its name.

Monkey Flowers are always a favorite of mine and are usually found near streams. You can enjoy their beauty while refilling your water bottle.

In Foresthill, we had arranged to stay in the little city park that came with a swimming pool. Given the excessive heat of the day, it was something to look forward to. I certainly did. But my plunge into the refreshing water was not to be.

First I had to make sure we could find our way out of town and back onto the trail the next morning. We were now into the territory that Steve and I hadn’t reviewed— me because I was off on Vancouver Island deciding on my future with Jo Ann, and Steve because who knows why. I hiked out of town for a mile or so down the road until I found the trail and then followed it for another half mile. It seemed well-marked, so I said a little prayer to the trail gods and headed back toward camp. It would be Steve’s job to lead the next day. He would have to deal with any surprises.

Shooting Stars are one of the early flowers, coming up soon after snow has melted. They are all over our property now.

Back in camp, the situation quickly made me wish I had just kept hiking. Charlie made a beeline for me. My always dependable backup, ex ice hockey player, ex-bomb de-fuser and IRS dodger looked like he was about to break down and cry.

“Someone stole my Grandfather’s watch,” he blurted out.

It was a valuable family heirloom, precious to him. I did what I could to console Charlie and headed over to the pool to ask around. None of my Trekkers had seen anything suspicious or had even seen Charlie’s watch. I had a hard time imagining any of them stealing it. He had done everything possible to help them down the trail. There were other folks at the pool, however. Fortunately, as I recall, Charlie found the watch at his campsite, where he had left it.

Columbine with its unique shape.

My next challenge was Lose Yourself Dick, the forty something school teacher who had wandered off on his own. He had tackled his ample supply of snake bite medicine and was feeling no pain. In fact, he was challenging all of the teenage boys to wrestle him or at least jump on his stomach. I was sorely tempted to join the latter activity. He had also discovered a flagpole he insisted on climbing. I reasoned with him as best I could, but even when he was sober persuading Dick not to do something was close to impossible. I had just completed my highly ineffective effort when a Sheriff’s car came cruising in to camp. I walked over. One of our Trekkers was sitting in the back seat.

The Mariposa Lily is another member of the lily family. Its bulb was eaten by Native Americans and early pioneers.

“Can I help you?” I asked politely.

“Yes,” the Deputy Sheriff had responded, “I need to talk with the person in charge.”

I had another of those gut-wrenching feelings. Just three more days, I thought. Just get me through three more days. I desperately wanted to tell the deputy that the man in charge had checked out and gone home or was still on the trail.

“You’ve found him,” I said, putting on a brave smile.

“We just caught this young woman shoplifting,” the deputy reported in his official lawman voice.

“Shit!” I thought. But I said, “Okay, what do I need to do about it?” My unhappiness and resignation must have shown.

“Nothing this time,” he replied. “Because she is raising money for the American Lung Association, we are going to let her off with a warning.”

And me as well, I read into his statement. “I am sorry, Curt,” she had apologized and I had just sighed.

Indian Paintbrush is a colorful and common flower of the West.

Could anything else go wrong? Of course it could and likely would. I escaped by leaving camp when Steve came in and wandered off to a restaurant in town where I wasn’t likely to find any Trekkers. I drowned my sorrows in a large steak and a couple of well-earned beers. I seriously considered drinking more but I let my commitment to getting the Trekkers back to Sacramento in one piece over-rule my temporary insanity, which was demanding a six-pack.

Fleabane is the unusual name for this many petaled flower.

We rolled our Trekkers out of Foresthill early the next morning. I breathed a sigh of relief as I followed the last one past the city limits. Once again, Steve was leading and I was playing rear guard.

Fortunately, we had a short day. I had quickly discovered that being trail leader was a lot more fun than being rear guard. For one thing, you tended to get into camp a couple of hours earlier. For another, you weren’t constantly being bombarded by the question, “How much farther?” I had begun to respond with a stock answer, “Oh, it’s about twenty miles,” and had found that Trekkers stopped asking. If they persisted, my next response was, “It’s all up hill.”

Steve told me he had been moving some of the slowest Trekkers down the trail by telling them rattlesnake and bear stories and then walking on ahead. He said people made a real effort to keep up. Years later I would use the same technique in Alaska  with grizzlies. I suspect that neither of us would have qualified for the Boy Scout Leader Seal of Approval. Or even the Sierra Club’s.

Phlox hug the ground and add a real splash of color.

Around three, I came on Steve and our Trekkers milling about a closed gate. A vehicle was parked behind the gate and two official looking people were leaning against the vehicle. I was about to learn that we were paying the price for not reviewing the final section of the trail.

“What’s up Steve?” I asked, wondering if we had managed to do something else to bring officialdom down on our heads.

“No problem,” Steve said, “they are just blasting with dynamite in the canyon.”

His words were punctuated by a rumbling sound. The guards were blocking the road so big rocks wouldn’t come rolling down on people using the canyon trails. It sounded like a good idea. In 1974, plans were underway for building the Auburn Dam and flooding another section of the beautiful American River. Land speculators were greedily selling property along the future edge of the lake. Later, building or not building the dam became one of the most contentious environmental issues in Northern California. The dam still isn’t built, and will likely never be.

“Um, how long do they plan on continuing to blast?” I asked. I pictured our Trek coming to an abrupt end. It wasn’t a totally unpleasant thought.

“We are in luck,” Steve reported. “They are just closing down their operations and won’t resume until Monday.”

Since it was Friday afternoon and we would be out of the canyon by Sunday, I had to agree. It was refreshing to see luck lean our way, although it made me nervous. That night we celebrated the winding down of our adventure by feeding our Trekkers steak and fresh salad. The feast went off without a hitch except it was amusing to see the Trekkers eat steaks out of bowls with spoons. (Forks, knives and plates normally get left behind when backpacking.) Fingers became the primary eating utensil. It wasn’t pretty, but no one seemed to mind. Civilization had definitely taken several steps backward. Everyone went to bed happy, including me.

The Sierra Thistle can be a little prickly.

I’ll close today with a wild rose.

NEXT BLOGS:

Friday: You are in for a treat. Lots and lots of fun and unique Burning Man sculptures.

Monday: Still thinking about it.

Wednesday: The final Sierra Trek blog.

Something Fishy… The Sealife Aquarium in Charlotte, North Carolina

We met this handsome Nautilus at the Sealife Aquarium in Charlotte, N.C.

I wasn’t expecting much from the Sealife Aquarium in Charlotte, North Carolina. It wasn’t because it was in Charlotte. After all, I had already been to the city’s small but impressive aviation museum that housed the plane that Captain Sully landed on the Hudson River. No, my prejudice was based on the fact that the aquarium was located in a shopping mall. I also had a slight bit of snobbishness because my go-to place for watching sea life up-close-and-personal is the Monterey Bay Aquarium in California, recognized as one of the world’s best.

I did expect that the gift shop at the aquarium with its shopping center location would be packed with sea life made for snuggling.

Like how can you resist these eyes?

I am pretty sure that this octopus had a thing for seahorses.

None of this mattered, however. Peggy and I were on an outing with our grandkids Ethan and Cody, our daughter Tasha and her husband Clay. The aquarium was simply an excuse, something that the kids would probably get a kick out of. When I was their age, chasing crawdads in Webber Creek for our cookpot at home was about as exciting as life got. The little buggers had tiny claws that could pinch. They’d zip under rocks backwards so their weapons were facing out. I was cautious. Who knows what my reaction might have been had I come face to face with an actual shark.

Ethan and I share a moment in front of the major aquarium while a small shark and other fish swim by. (Photo by Peggy Mekemson.)

Our daughter Tasha with Cody. (Photo by Peggy Mekemson.)

The whole family (Cody, Peggy, Tasha, Clay and Ethan) poses in this ‘under sea’ shot.

Some Jaws music please. While Webber Creek had its share of crawdads, trout, and suckers, there were no sharks like this one at the aquarium. Had there been, I expect some of our old swimming holes wouldn’t have been old swimming holes.

So, I was surprised when we entered the museum. It wasn’t the Monterey Bay Aquarium, but it was pretty darn good. The display tanks were well done, the sea life plenteous, and the educational materials informative. I had as much fun as Ethan and Cody. I was also impressed that the aquarium had a strong conservation/environmental-action element to it. Here are a few of the sea creatures we met and enjoyed:

Peggy caught this Lionfish. It’s easy to see why it is a popular fish in home aquariums.

Here’s my shot of the lion fish. An old anchor cuts across the right of the photo.

I didn’t know that seahorses had freckles. They always look pregnant to me. The one on the lower left looks like it is puckering up for a kiss. (Photo by Peggy Mekemson.)

I like the way seahorses are always wrapping their tails around something, including each other. Question: Are several seahorses known as a herd like horses or a school like fish?

Weird. This appears to be an octopus that Peggy photographed. Maybe it flies.

My own octopus was a little weird as well. It appears to be doing a face plant.

I was really impressed with the colorful, ocean-like setting of the aquarium. An angel fish, fins aflutter, checks me out.

This spiny lobster did not meet my definition of what lobsters should look like. Where are the big, edible claws? When I looked this up, I also learned that our crawdads were in the lobster family! No wonder their tiny tails tasted so sweet.

This common sea-snail also goes by the name of marine gastropod. I wonder if it prefers the fancier name? Anybody who has played in tide pools knows that hermit crabs love to borrow these shells for their homes, preferably once the snail has vacated the premises.

A stingray with its potent, poisonous tail. The general rule is that if you leave them alone, they are happy to leave you alone. You don’t want to step on one however.

Nor do you want to mess with this fellow, a moray eel. Divers feed them on occasion. Not smart. They also lose their fingers on occasion. It’s like feeding a hotdog to a bear. Also not smart. Where does the hotdog end and the fingers begin?

Many aquariums have learned the magic of adding jellyfish tanks and adding colored lights for effects.

As beautiful as they are, they also pack quite a wallop if you manage to come in contact, a lesson I sadly learned when I was swimming in the Indian Ocean off the coast of East Africa.

I’ll conclude our visit to the Sealife Aquarium in Charlotte with these beauties.

 

NEXT BLOG: The next to the last installment of my Sierra Trek Series. As we enter the foothills on our backpack trip across the Sierra Nevada Mountain Range, temperatures climb above 100 and one of my participants decides to go shoplifting in the foothill town of Foresthill. Hello Sheriff!

 

A Tiger and Headhunters: Flying Across the Hump… Part 3 of 3

The plane John Dallen was flying across the Hump in World War II crashed in Manipur and John walked out.

This photo was taken of John immediately after he walked out of the jungle when his plane crashed while he was flying the Hump in World War II. He is holding the boots he wore. His parachute pack is in front.

 

This is my final post on Peggy’s dad, John Dallen, when he was forced to bail out into Burma jungle when returning from a flight into China across the Himalayan Mountains. 

 

“The conditions were at their worst—raining, pitch black and over territory regarded as plenty rugged. I landed in a jungle so dense that I couldn’t even move. The only sensible thing to do was to pull part of the parachute over me and try to catch some sleep.”

John Dallen in a letter to his wife Helen on February 18, 1945— eight days after he had parachuted out of his damaged C-109 over an Indian jungle when flying the Hump in World War II.

Saturday, February 10, 1945

I left John in my last post as he jumped into the pitch-black night and watched his plane erupt in flames as it went down. Below him was a jungle he couldn’t see. “I had no idea of what I was jumping into,” he reported to his niece Jennifer Hagedorn Mikacich in an oral history. “I hit one layer of the jungle, and then a second, and then a third— crashing through each one and hit the ground hard.” John was battered and bruised but not seriously injured. It was close to midnight.

Catching his breath, and I suspect calming what had to be raw nerves, he pulled out his 45 caliber pistol and fired it into air. John was hoping for a response from his crew members; there was nothing. They had either landed too far away or couldn’t respond. They might be hanging in a tree 100-feet off the ground.

Caught in undergrowth so thick he could barely move, he gathered his parachute around him to stay as dry as possible and tried “to catch some sleep.” At some point in the night he heard a tiger cough.

“Weren’t you afraid, Grandpa?” Jennifer asked.

“I was uneasy,” he confessed some 40 years afterwards. This was Bengal Tiger country and the big males could weigh over 500 pounds and be up 10 feet long. A few, usually older ones who had difficulty catching prey, turned into man-eaters. John had actually seen a record size Bengal Tiger that had been killed because it had been preying on livestock. I’m sure he pictured it in his mind when the tiger coughed.

But John had other concerns as well. The plane had crashed near Nagaland and the Naga were renowned as headhunters. Hump pilots dreaded landing in their territory. The army manual for jungle survival in World War II stated that there were only two areas in Asia where soldiers had to worry about natives: “in New Guinea and certain parts of Burma.” He was quite close to those “certain parts of Burma.” In fact the Naga had a significant presence in the state of Manipur, where his plane had gone down.

Ursula Bower, a pioneering anthropologist in the Naga Hills who became a guerrilla fighter against the Japanese in World War II, noted, “most villages had a skull house and each man in the village was expected to contribute to the collection… There is nothing more glorious for a Naga than victory in battle and bringing home the severed head of an enemy.” Men who failed, she noted, were known as cows. Head hunting by the Naga would continue up until the 1970s and possibly even 80s. John was wise to worry about keeping his head.

A third concern of John’s was that local villagers might turn him over to the Japanese. The US offered rewards to natives who helped downed crews get back to American bases, but the Japanese had a similar program. John might believe he was being led to safety when actually he was being led into a trap.

Sunday, February 11, 1945

All of these thoughts were going through John’s mind the next morning when he awoke at first light and made a pack out of his parachute to carry his Army-issued jungle survival kit. It contained, among other things, water purification tablets, anti-malaria pills, and sulfonamide, the first of the ‘miracle’ drugs discovered that fought bacterial infection. John would use all three. Other standard items in the kit included matches, a compass, a signaling mirror, bouillon/tea, and even fishing gear.

John knew he had to travel west to find US bases and safety. The Japanese were to the east, the Naga to the north, and more jungle to the south. Travelling west was a challenge, however. There are no landmarks in a jungle, only trees and more trees. It is easy to end up traveling in circles. Fortunately, John had a compass and the sun to serve as guides. He also had Boy Scout training, which he would credit later with helping him find his way.

“Part the jungle, don’t push it,” the Army’s World War II jungle survival manual urged. “Keep your head up and your chin in. Try to follow a stream downstream, and try as far as possible to stick to natural trails, or native trails. Don’t try to break your way through.” The best trails, apparently, were elephant trails, jungle freeways three to four feet wide.

John followed the advice— sort of. “I hacked my way through the mess for several hours.” It would have been excruciatingly slow going; especially since the only thing he had to hack with were his hands. The jungle was close to impenetrable. Numerous scratches on his face and hands joined his bruises from the night before. Eventually, he found an animal path that led him to a trail that showed human footprints. And the trail led to a small village.

The natives looked quite “primitive,” and dangerous. Armed with machetes, they were dressed only in loincloths. Animal tusks and silver jewelry adorned their ears and body. It seemed, however, that they were friendly. John could keep his head. While none of them spoke English, “A native boy kept pointing in a general direction, which I assumed was the direction for me to follow. He led the way and I gradually picked up quite a following of natives.”

After passing through several small villages, John and his parade came to a village of about 75 inhabitants, where a surprise was waiting: one very excited and worried, co-pilot, Ronald Anderson. “Ron was a big guy, an ex-football player,” John reported. But he hadn’t had John’s luck. His parachute had become entangled in a tree and Ron had to cut himself free, leaving the parachute with its survival kit hanging high above his head. He was genuinely shaken up. Like John, he was battered, bruised and scratched, but he had no serious injuries.

The villagers took John and Ronald to the village headman. Fortunately, a villager was found who could speak some English. Food was generously offered, but John had no idea of what he might be eating; he stuck to bananas and rice. It seems that Ron was equally conservative. That night they slept on sleeping mats next to the headman. Somewhat humorously, John reported in his letter to Helen, “This type of sleeping is ideal for the figure, and even I was sore all over the next morning.”

Monday, February 12, 1945

The headman offered to guide John and Ron on to another village and John woke up early, eager to get started. But he didn’t dare get up.

“I had to pretend sleep because the women of the household were preparing their food in the same room where we were. There are castes in India where the women cannot associate with the men—-especially outsiders— and had I shown signs of awakening, they would have left the room. Eventually they finished and we got up at which time we were offered more rice and the native tea. It is made from a spiced leaf and the liquid content is mostly goat’s milk. I did not touch the rice that morning but did finish the banana from the previous day.” He didn’t report on whether he drank the tea, but he must have been ravenous. At six-foot-two and 150 pounds, John was a skinny guy without an ounce of fat.

When they finally hit the trail, it immediately disappeared into the jungle. They were forced to hike cross-country. Adding to the difficulty of the route, it started to rain again. “We waded down streams for miles and crawled up and down practically impossible hills. Several times we heard planes overhead, but could make no attempt to signal to them because of the thick jungle vegetation overhead.”

(By 1945, sophisticated search and rescue efforts were under way, but the majority of crews that survived crashes still walked out on their own. Many airmen shared John’s experience. During the first three months of 1945 alone, 92 planes crashed while flying the Hump.)

A small village provided a lunch of two hard-boiled eggs. Afterwards, their guides were reluctant to start again. So was John’s co-pilot. The difficult route had begun to wear on him. “Here’s where that Infantry training paid everlasting dividends,” John observed. He was pushing hard, and he was a fast hiker.

“Several times I thought of pulling out my pistol and shooting him.” Ron claimed after they had returned to base.

They arrived at their next destination just at dusk and made a meal of “tea, oranges, bananas, eggs and even cigarettes, such as they were.” The natives were eager to help and would not accept any payment. They were “curious about our complexion, clothes and equipment.” John was amused when a few of the natives tried to break strands from the parachute with their hands. “The look of surprise on their faces was something to see.”

John had even more powerful magic. He was taken to a man whom a tiger had mauled. He treated the wound with sulfonamide. Gangrene had set in, however. John doubted the medicine would do much good, but the villagers were grateful for his effort.

Tuesday, February 13, 1945

“The day’s trip was a repetition of the previous day, possibly a little harder since our muscles were already sore,” John wrote to Helen. At noon they arrived at a village where they met the first and only native “who did not cooperate with us wholeheartedly.” The man had an “extremely mercenary attitude” and wanted to be paid for help. Obviously John and Ron were getting close to civilization.

That night they arrived at a village that was an outpost of the Indian police but the two police officials were away. A young Moslem merchant invited them to his home and fed them nuts and dates while they had “quite the gabfest on India and the British.” They slept that night in the jail under mosquito netting the merchant had loaned them.

Wednesday, February 14, 1945 (I wonder if John realized it was Valentine’s Day?)

The young Moslem provided John and his co-pilot with breakfast the next morning and John provided their host with Atabrine tablets for an attack of malaria he was suffering from. Their host also had another request. Since “most of the natives had never seen a pistol or seen it operate, he asked us to fire a few rounds. When both of us opened up at rapid fire, half of the villagers ran away in alarm— It even frightened our friend.”

With an option of continuing the trip by boat or walking, John chose walking since it would get them out faster. Travelling over relatively flat ground, they hiked 16 miles in 5 hours and arrived at a village where a sub-inspector of police was stationed. A telegraph line ran out of the village and John was able to send a telegram to his CO that he and his co-pilot were alive and well.

Their host that night provided them with their first bath since their ordeal started: “out of a pail of course, but at least the water was hot.” He also offered “some food other than the fruit prepared in a manner we could eat… He had cauliflower tips French fried crisp in butter that was exceptionally good.” John urged Helen to cook some up for herself.

That evening they ended up with a long discussion about India and her problems. “Our British allies ears would burn had they heard some of the opinions expressed about them.” John noted.   After eating again, they ‘hit the sack’. “Our host proved that snoring is a universal custom.”

Thursday, February 15, 1945

The trip the next morning had a twist. They rode on an elephant. “I believe it was the hardest part of the trip,” John whined to Helen. “The animal is rather broad-beamed as you can imagine and even my legs couldn’t quite make the spread.” He jokingly reported in his oral interview with Jennifer that he was “worried for his manhood.”

An English tea plantation was waiting for him at the end of the journey, however. John found it “remarkable to find a veritable mansion stuck in this wilderness.” A drink was immediately placed in his hand and a meal ordered. “The house was spotless with beautiful furniture and silverware all around. There were acres of lawn, flowerbeds and even a stable of polo ponies. The servants were perfectly trained and dressed as if from a scene in Arabian Nights.”

Even more welcoming, after they had washed up and eaten, the plantation manager gave them a ride in his truck to the nearby airbase of Shamshernagar. The ordeal had ended.

John’s first acts were to borrow some clean clothes and have a hot shower. After “a meal of real American food and not a few drinks under my belt, I dropped you a line which I certainly hope reached you in the fastest possible time.”

The letter tag John wrote to Helen immediately after walking out from the airplane crash.

The letter that John wrote to Helen immediately after walking out from the airplane crash. He had hoped that the letter would reach her before the telegram announcing that he was missing in action. It didn’t.

On returning to his base at Kurmitola, John learned that “the rest of my crew turned up a few days later after having a much easier time of it. They landed on a mountainside and had practically a road all the way to a base. As a matter of fact the last few days were a lark to them, having spent them at a most hospitable tea planter’s estate. Personal servants, meals in bed, etc. I could kick myself for having worried about them so much.”

John was given a week’s R&R in Ceylon and then returned to his flying duties. He would fly 55 more missions across the Hump. On July 26 he transferred to Tezgaon (now in Bangladesh). Every flight from that point on was in a C-54. His last flights were on September 26, 1945 from Shanghai to Liuchow to Tezgaon, piloting a C-54 for seven hours of daylight flying, four of nighttime flying, with two hours on instruments. He had logged 2788 hours since his first student flight.

I would like to conclude with a special thank you to John’s son, John Dallen Jr., our son, Tony Lumpkin, and my friend Mike Sweeney for helping in the research for my three blogs on the Hump pilots.

Hump pilots from World War II being honored in China in 1996.

In 1996 China invited Hump pilots and crews back to China to honor their World War II efforts and establish a memorial in Kunming. John is in the middle of the lower row next to the woman with the dark blouse.

John and Peggy on the American River in 2006. Every Wednesday, I was privileged to pick John up and take him for a walk on the river. Even in his late 80's, he still loved to hike.

John and Peggy on the American River in Sacramento in 2006. Every Wednesday, I was privileged to pick John up and take him for a walk on the river. Even in his late 80’s, he still loved to hike.

 

 

 

 

Bailing out in a Stormy, Dark Night into an Unknown Jungle: Flying the Hump in World War II… Part 2 of 3

An Army Air Transport plane flies across the Hump in World War II.

For years, this painting of a C-109 flying the Hump was hung in my father-in-law’s home. It reminded him of his experience in World War II of flying supplies from India to China across the Himalaya Mountains. The painting now hangs in our son Tony’s home.

This is part II of my story about when Peggy’s dad, John Dallen, was forced to bail out of his plane on a pitch black, stormy night into a Burma jungle while returning from a flight across the Himalayan Mountains during World War II.

On February 10, 1945, my wife Peggy’s dad, John Dallen, began an adventure that would become an important part of our family history. At the time, he was  serving as a World War II pilot for the Army Air Corps, flying fuel, ordinance, and troops from India into China to support Chinese and American efforts in the war against Japan. His 15th mission across the Hump began as routine. It would end with him parachuting into a raging storm, a pitch-black night, and an unknown jungle as his plane crashed in a ball of flame.

The Mission:

The briefing that morning would have been straightforward: Fly 900 miles from his home base of Kurmitola, India (near what is now Dhaka, Bangladesh) to Chengdu, China, deliver several tons of airplane fuel, and fly back to Kurmitola. (The fuel was used to support B-29 bombers that were based in Chengdu.)

The Fine Print:

John would be flying a C-109 tanker, an airplane that had been converted from a B-24 bomber by removing all of its armaments and adding extra fuel tanks. John was an experienced B-24 pilot from his training and instructor time in the US. While the B-24 was never known for its ease of flying, the converted C-109 was even more difficult to fly, especially when loaded. Landing at high altitudes with a load of fuel, as he would be in Chengdu, was particularly dangerous.

He had never flown this particular C-109 or with any of his crew, which was normal when flying the Hump. His crew members on this flight included a co-pilot (Ronald D. Anderson), an engineer (James E. Hatley), and a radio operator (John D. Beach).

His route was known as one of the most difficult anywhere. He would be flying over trackless jungles in Burma and the rugged, uncharted Himalaya Mountains, the highest mountain range in the world.

The only thing predictable about the weather was that it was unpredictable. He could have a relatively uneventful flight, or it could be filled with storms, turbulence and winds well over 100 miles per hour. Regardless of what the weather would be, he was expected to fly through it. This was standard procedure for Hump pilots in 1944/45. He did know that he would be aided by a tailwind going over and would be fighting a headwind coming back.

The Flight:

Both the flight and landing at Hsinching airfield in Chengdu were uneventful, or at least uneventful from the perspective of a Hump pilot. They made it with minimal bad weather. The flight had taken 5 hours and used 1100 gallons of fuel. At 2:30 p.m. they were ready for their return flight to Kurmitola. Using a stick measurement, the engineer estimated that some 1700 gallons of fuel remained. John and operational staff at Hsinching determined that this would be adequate for the return flight.

It was one of those times when the fuel tanks should have been topped off. The headwinds were stronger than the predicted 60-70 mph. The trip back would take longer than expected. John climbed to 17,000 feet and flew the plane to conserve fuel. Eight hours later at 10:30 p.m., the plane was still 300 miles out from Kurmitola. The engineer reported that there would not be enough fuel to make it. John decided to make for the much nearer air base of Shamshernagar near Talagaon, India.

Dropping down to 13,000 feet, he immediately encountered a snowstorm with moderate to severe turbulence and light icing. While he had to fly by instrument, it wasn’t the snowstorm that created close to impossible flying conditions; it was the thunderstorm waiting on the other side. “It was the severest I ever encountered,” John stated in his official post accident report.

He was more descriptive in the oral history he would give to his granddaughter Jennifer 50 years later. “The plane was tossed from side to side and up and down. There was no way to control it.” Breaking out on the other side, the plane was hit by an “extremely violent jolt,” (probably a lightning strike) which apparently damaged the plane. “It started turning to the left in spite of full right rudder application.” There was more bad news.

His co-pilot reported that engine number one had shut down, apparently out of fuel. John immediately ordered cross fueling from the fullest tank. The engine sputtered back to life. The engineer reported that there was 80 gallons of fuel left, but all gauges were now showing empty. Other engines began to sputter in and out.

Surrounded by thunder and lightning, his plane circling to the left, and his gauges showing empty, John was out of options. He ordered his radio operator to send out a Mayday. They were going to bail out of the plane before it was too late. The engineer and radio operator jumped first, the co-pilot next, and John last.

They jumped into a pitch-black night, lit only by lighting. It was impossible to see what they were jumping into. Would it be a river filled with floodwaters from the raging storm? Would they crash into the jungle trees that were known to grow upwards to 150 feet? Would their parachutes get caught in the trees leaving them dangling a hundred feet above the ground in the dark night? Would the crew members land close to each other or be scattered miles apart across the jungle? Would they survive?

As John’s parachute snapped open and he began his descent into the darkness, the horizon was suddenly lit by a ball of fire as the plane crashed into the jungle. It had been close, too close.

NEXT BLOG: Landing in the jungle and walking out.

John Dallen circa 1930

A photo of young John looking quite studious, which he was.

Photo of John Dallen as a First Lieutenant in World War II.

John’s official First Lieutenant photo.

A photo of John and Helen Dallen during World War II.

John and his wife, Helen (Peggy’s mom) stateside before he was sent overseas to India. They were to be married for over 66 years.

“Your husband Lieutenant John A. Dallen has been reported missing.” Flying the Hump in World War II: Part I

John Dallen on first solo flight as a member of the Army Air Corps in early World War II.

Dressed up in his pilot’s gear and ready for his first solo flight, Peggy’s dad, John Dallen, climbs into the open cockpit of a Boeing Stearman PT-17 biplane. With World War II raging and the need for pilots desperate, John would become an instructor pilot within months of his fist solo flight.

 

My friend GP Cox has finally reached the point in her massive blog history on the Pacific Theater during World War II where she is discussing the heroic efforts of American pilots who flew across the Himalayan Mountains (The Hump) in an effort to keep China’s fight against Japan alive. Peggy’s dad, John Dallen, was one of the pilots. In honor of G’s efforts at capturing WW II history, I’ve decided to republish a series of three blogs I posted on John in 2014. I was privileged to spend a fair amount of time with John in his last years, picking him up at his senior residence in Sacramento every Wednesday and taking him for a walk on the American River. We became good friends and he shared many of his stories. I think you will enjoy this story of how he survived a crash in the jungle.

 

In the age before instant communication, the quickest way to reach someone was by telegram. One of the most frightening messages that people received at home during World War II was that a loved one was missing in action:

World War II telegram to Helen Dallen informing her that her husband, John Dallen, is missing in action while flying over the Hump (Himalaya Mountains).

“The Secretary of War desires me to express his deep regret that your husband Lieutenant John A. Dallen has been reported missing…”

John was Peggy’s dad, my father-in-law. He lived to reach the very respectable age of 92 and became a good friend. But when Peg’s mom, Helen, received this telegram on February 16, 1945, his future was very much in doubt. John was a Hump pilot, and this meant that he flew perilous supply missions from India across the mountains into China. It was likely that the C-109 he was flying had crashed— either on the icy, snow-covered slopes of Himalayan Mountains, or in the steamy jungles of Burma or India. Both areas were remote, basically uncharted, and filled with danger.

This is a post about how John hiked out after parachuting from his damaged plane, but it is also the story of what flying the Hump (over the Himalayan Mountains) was like, and what resupplying Chinese troops meant to the World War II effort.

Peggy and I are fortunate to have copies of several letters that John wrote to Helen immediately after he had walked out. We also have an oral history that John’s granddaughter and our niece, Jennifer Hagedorn Mikacich, recorded that described the crash.

And finally, there are the stories he shared with us. He was particularly forthcoming with his son, John Dallen Jr., and our son, Tony Lumpkin, both of whom also had wartime military experience. John Jr. graduated from West Point and fought in the Vietnam War. Tony graduated from Annapolis and flew helicopters for the Marines in Iraq. Tony now flies helicopters on rescue missions for the Coast Guard off of Kodiak Island, Alaska.

Both John Jr. and Tony have been enthusiastic contributors to this post. Tony has contributed his flight expertise. John Jr. has dug into the flight logs and followed up with Internet research. We now realize that John Sr. flew into many more sites in China than we were aware of. We also have a record of the various planes he flew. The sheer number amazes me. Prior to his deployment to the China-Burma-India (CBI) Theater he had flown the PT-17, the BT-13, the AT-17, the AT-9, the AT-7, AT-18A, the C-60 A-5, the AT-11, the B-24 (D, E, G, J, and H versions), the C-56D, the UC-45F, the BT-13B, the UC-78, and the Link trainer— some 18 different planes considering makes and models. It’s small wonder that he was an Army Air Corps instructor before leaving stateside.

I have had this post in mind for over a year. My recent trip to the Air Museum in Tillamook, Oregon inspired me to write it now. I was walking through the vast hangar, originally built to house blimps in World War II, when I came upon a flight simulator for the C-46, one of the main airplanes used to fly across the Hump.

A sign on the simulator reported that the trainer had opaque windows to force pilots to rely on the instruments for landing in all kinds of weather conditions. In flying the Hump, weather was considered more dangerous than the Japanese. Monsoonal storms created dangerous turbulence with winds up to 150 miles per hour. Severe up and down drafts in the mountains could send planes tumbling for thousands of feet.

“Planes would come into base beat up and barely able to fly,” John reported. “I’d watch pilots stumble out of the planes, throw down their helmets and walk away, swearing that they would never fly again.”

Weather also meant that pilots were often faced with close to zero visibility for take offs and landings. Weather forecasting was primitive. “If you can see the end of the runway,” they were told, “it’s okay to fly.” Except it was more like, “you have to fly.” Numerous crashes took place at the beginning and ending of flights. Use of instruments was critical. But it was not a given. Flying by instrument was relatively new going into World War II. Many of the pilots recruited from civilian flying jobs at the beginning of the war had depended on landmarks to tell them where to go. They had to be trained to use instruments— and to trust them.

I couldn’t resist. I climbed into the C-46 simulator to get a sense of the cockpit and its instruments.

Flight simulator for a C-46 at the Tillamook Air Museum in Oregon.

With my hand on the tiller, I checked out the instruments on a C-46 simulator. The C-46 was originally designed as a passenger plane by Curtiss Wright. When it was converted and brought in to fly over the Hump because of its high altitude and large cargo capabilities, it was still close to being an experimental plane. Its many bugs were worked out in action, sometimes with disastrous results. Hump pilots referred to it as the flying coffin.

Flying over the Hump saw its beginning in the Japanese invasion of Burma in 1942. Five years earlier Chiang Kai-shek, long time leader of the Republic of China, had utilized some 200,000 peasants to build a road to the border of the British colony of Burma. The purpose of the road was to supply Chinese forces with the arms, munitions and other supplies necessary to wage war against Japan. By 1941, the Burma Road was the last remaining supply route into China.   The Japanese invasion in 42 eliminated it.

The only choice left was to fly supplies in over the Himalayan Mountains. China was an important ally in the fight against Japan. But even more important from a strategic point of view was the fact that Japan’s war with China tied up some one million Japanese troops. If the Japanese defeated China, these troops would be available for Japan’s war against Allied forces in the Pacific. The decision was made to move ahead with the massive supply effort. Until the Berlin Airlift, it would be the most extensive, sustained airlift in history.

When the Japanese took Burma, their conquest included the airfield of Myitkyina in the northern part of the country. This forced the Allies to move their supply routes further west if they were to avoid Japanese fighter planes. While the effort was successful in eliminating most attacks, it meant that pilots had to fly at much higher altitudes to climb over the Himalayas. They found themselves flying between mountains over high passes at elevations up to 16,000 feet. “It was like flying between giant ice cream cones.” John reported. In addition to the turbulent weather and navigational challenges, severe icing and a lack of oxygen were added to the list of dangers faced by Hump pilots.

As one pilot put it, “Imagine flying 25 tons of metal, gasoline and high explosives under these conditions at 250 miles per hour through an unknown sky.”

Next Blog: Further information on flying the Hump with a focus on the crash of John’s airplane in the jungle and his eight-day hike out. Note: Because of Christmas, this blog will be delayed for a week. There will be a Christmas Eve blog, however. Think snow.

John Dallen on an Indian Motorcycle wearing his Lehigh sweater just prior to World War II.

One of my favorite photos of John, proudly perched on an Indian Motorcycle prior to World War II. The L on his sweater stands for Lehigh University, where he received a degree in engineering.

 

Colossal Women… The Sculptures of Burning Man

Sculpture Truth is Beauty by Marco Cochrane at Burning Man 2013

Truth Is Beauty is one of three colossal sculptures created for Burning Man by the Bay Area artist Marco Cochrane. Each of these sculptures captures the beauty of the female form but goes further. Marco’s works are designed to help us see women as total human beings instead of objects. Not to detract from Cochrane’s message, but I decided to kick off today’s post with this photo because I spotted a bit of green along with the truth. Happy St. Pat’s Day.

 

Now that I have finished my series on Burning Man’s creative and sometimes wacky mutant vehicles, I am ready to take on another aspect of the art that seems to bloom and thrive in the Black Rock Desert, sculpture. I am going to start with something big, really big— colossal women. We are talking 40 to 60-foot-tall sculptures here! Three artists have been responsible for creating the giant women of Black Rock City, Marco Cochrane, Karen Cusolito and Dan Das Mann.

Das Mann and Cusolito, working as a team, produced a series of works at Burning Man between 2005 and 2007. Mann’s interest in monumental art started with a degree in Landscape Architecture from Rutgers University. Cusolito’s introduction to the art world followed a more formal path with studying at the Rhode Island School of Design and Massachusetts College of Art.

These photos are from Mann and Cusolito’s 2006 and 2007 art at Burning Man.

My introduction to the art of Karen Cusolito and Dan Das Mann was this tall woman with her arms reaching toward the sky. She was located in front of the Center Camp Cafe which is considered a position of honor for art at Burning Man.

She was accompanied by this woman kneeling in supplication.

Another photo of the two with the Black Rock Desert for background.

This one shows the art’s location in relation to Burning Man’s Center Camp Cafe.

Close up of the ‘skin.’

For 2007, Cusolito and Das Mann created Crude Awakening.

This sculpture caught my attention. Fire shoots out from the hands.

Check out the chain hair.

Marco Cochrane was born in Italy to American parents in 1962 and raised in the Bay Area. According to his website, “he identified with the female struggle with oppression and saw feminine energy and power as critical to the world’s balance.” His art reflects this belief. In 2007 he attended Burning Man and would have seen the sculptures by Das Mann and Cusolito. Eventually, he returned to Burning Man in 2010 with the first of his own colossal sculptures, Bliss Dance. In 2013 he brought Truth Is Beauty to Burning Man and in 2015, R-Evolution. I’ve blogged about each of these creations in the past. Following are a few of our photos.

 

Cochrane’s first work, Bliss Dance, was my favorite. She now resides in Las Vegas just off of the Strip.

I like the playful nature of Bliss Dance.

Marco Cochrane's Bliss Dance at Burning Man.

A close up.

I introduced this post with a night photo of Truth Is Beauty. The sculpture shares this picture with other Burning Man art.

This photo provides a side view. The people give perspective.

A back view. Each of Cochrane’s works are powerful from any angle.

R-Evolution is the third and final of Cochrane’s sculptures at Burning Man. I like how R-Evolution fits in with the mountains here. (Photo by our friend Don Green.)

A night-time view of R-Evolution’s back.

And a front view to complete this post.

NEXT BLOGS

Something Fishy.

The Sierra Trek: We backpack through 106 degree weather, and the Sheriff pays us a visit.

More of Burning Man sculptures.

 

How to Take a Bath in the Woods… The Sierra Trek Series

Many trees take on a certain beauty when they die that matches whatever beauty they had when alive. I often find myself stopping to admire them and frequently photograph them. I couldn’t help but wonder what gave this tree its twisted look. The canyon in the background leads up to Muir Pass.

I am returning to the Sierra Trek today. I told the story in my last post about how our second day had included hiking 16-miles without water, confronting a 6-foot rattlesnake, discovering that one of my participants was lost, and having to deal with a minor rebellion. I was not having fun. I ended on a more positive note, discovering that the lost Trekker wasn’t lost. If you missed that post, or any of the others about the Trek, I’ve listed them at the bottom of this post.

Not having any photos of that first Sierra Trek adventure, I have been posting photos from other backpacking trips I have made up and down the Sierras. Today, I am focusing on the beauty of trees and wood grains that hold their beauty long after they have died.

 

I found this unusual knot that resembled a duck when I was climbing over a pass in the Desolation Wilderness near Lake Tahoe.

With Dick, the lost Trekker, back in camp, I declared a layover day and turned around to go retrieve the two people I had left behind at Duncan Creek. Along the way I met the rest of the Trekkers and told them that our lost party had found himself.

“I am beginning to understand what it means to be a manic-depressive,” I told Charlie. My life over the past three weeks had been one constant roller coaster. I allowed myself a slight glimmer of hope that we had made it beyond the low point of our adventure.

The other Trekkers had made it to Robinson Flat the day before without a hitch and I now had everyone back together again. A layover day gave all of us, including me, a chance to recoup. People were able to wash clothes, take baths, read, and just lounge around, swapping lies about their terrible ordeals. Even the Four Mouseketeers were back in high spirits. I came over a hill and found them gathered around one of my older female participants as she sat in the middle of a tiny stream without a stitch of clothes on. They were struggling to appear cool and carry on a conversation while she bathed. I sent them scampering back to camp. At least I had answered my earlier question as to what kind of babysitting services we were providing.

Nan, one of my staff members from the Lung Association in Sacramento, showed up with resupply about midday, including food, cold beer, sodas— and Jo Ann. It was good of Jo to come, but we were uncomfortable. Still, I was glad to share my adventures and frustrations to date with her. I left out any references to hiking and holding hands with Lisa. After Nan and Jo departed and I had people settled in for the evening, I headed over the hill, loaded my pipe with Balkan Sobranie pipe tobacco, and settled in for a smoke. I hadn’t totally abandoned my pipe (adult pacifier?) at that point and needed the solace it provided. I must have sat there for an hour staring up at the stars, alone in my thoughts, sad.

But the sun was shining the next morning, as it usually does in the summer Sierra. I felt glad to be out in the woods and happy to be alive. My body was beginning to tone up and I could almost hear my pampered fat cells screaming in protest.

We hit the trail early. I took over leadership since we were now covering a section of the route I had previewed. It felt good being up with the hotdogs, all younger than I was by a decade. The miles sped by as we maintained our three to four-mile an hour pace. Of course, we were egging each other on. As the old man of the group at 29, I had to prove that the kids couldn’t outrun me. My only problem was blisters. My feet were still doing battle with the new Lowa boots, and the boots were winning. Since I couldn’t ignore the blisters in the same way I was ignoring the piteous cries of my fat cells, I kept slapping on moleskin. There wasn’t much bare skin left.

Camp that night was at an old mining area called ‘Last Chance.’ Obviously, some disgruntled forty-niner had named it as his dreams of wealth were fading. The area was a major checkpoint on the Tevis Cup Horse Race. Veterinarians tested horses to see if they could continue on. It is used for the same purpose today for long distance runners on the Western States 100-mile ultra-marathon. I wandered around and carried out a similar check with the Trekkers. There were a couple of people I assigned to the jeep for a day or two and several whose feet I patched up. I was becoming quite the expert on blisters. People were in an amazingly good mood.

I found this beauty near Benson Lake Pass near the northeastern corner of Yosemite National Park.

I set up camp next to Charlie, which involved unrolling my ground cloth, ensolite pad, and sleeping bag. We were sleeping out in the open at the time, which I almost always did unless weather forced me into my emergency tube tent. We lay there, looking up at the sky and contemplating the myriad of stars the clear Sierra night made available.

“What an experience,” Charlie offered. “I can’t believe I am out here. Someday, people will be doing these Treks all over the nation.”

My thoughts were more along the line of “Thank God we made it through another day.” But things were definitely getting easier as Steve and I adjusted to our group and the group adjusted to its long hiking days. The next day even found several of us trotting along the trail in sheer joy with Orvis trotting right along with us. We still had our share of challenges though.

Food was one. I spent a lot of time listening to complaints about Ham Cheddarton, which the Trekkers were eating every other day. They had even composed a little ditty about the meal and where I might put it. It sounded rather uncomfortable. At least they were developing a sense of humor. Three young people from Auburn had the most legitimate gripe. I discovered they had broken their stove and were eating the goop with cold water. I turned down their ‘generous’ offer to sample a bite and loaned them my stove. (We had three in our cook group so cooking wasn’t a problem, but my stove never quite recovered from the experience.)

This old stump might be a bit frightening at night. I found it in the Granite Chief Wilderness behind Squaw Valley.

Keeping the troops clean provided another interesting challenge. Some people simply didn’t bother. I suspect our Four Mouseketeers weren’t overly concerned about missing a bath or two. But nobody was squeaky clean. People have a way of deteriorating in unison on the trail. Even the most conscientious develop a certain look, a certain patina. You don’t really recognize this state of deterioration until you arrive back at civilization and meet disgustingly clean people at trailheads.

There are numerous approaches to bathing in the woods. The one I developed on the first Trek and have used most often since is the yellow bucket routine. It simply involves going down to the lake or stream, filling my collapsible plastic bucket with water, and disappearing into the woods.

Like in real estate, location is everything. At a minimum, wilderness ethics require that I be far enough away from the lake or river to avoid getting soap in the water, even biodegradable soap. Beyond that, I tend to wander around searching for the perfect site. I like to find a spot where my bucket won’t tip over. Few things irritate me more than to be standing out in the woods naked and see my bath water go happily splashing off down the hill. It’s been known to make me forget my bath for the day. It’s doubly irritating if I have already soaped up. Having something smooth to stand on is another requirement. My tender feet do not appreciate pine cones and other sharp objects. Being greedy, I also like a view. I actually find such places on rare occasions.

As with location, water temperature plays an important role in determining bathing pleasure. Early season, snow-melt streams guarantee a fast bath with minimal attention to detail. I’ve developed headaches from really cold water. When the water is icy and I am feeling particularly wimpy, I boil up a pot of water and add it to the bucket.

I found this ancient tree blaze in the Desolation Wilderness and could only wonder who had used it to mark their way several decades earlier. Insects and woodpeckers had also marked this wood, telling another story. Speaking of bugs…

The true bane of outdoor bathing, however, is insects. A bare butt in the woods is like a huge neon billboard announcing your presence. You can almost hear the clarion call go out:

Major target located in northeast quadrant. Proceed at once to location. No invitation is necessary, BYOB. (Bring Your Own Beaks)

A half-dozen or so mosquitoes almost always come with the territory. It’s when they swarm in the hundreds that bathing becomes impossible. I’ve mastered the 30 second bath for such occasions. This involves dumping the bucket of water over my head and then whipping myself dry with a towel to keep the mosquitoes off. And no, there is nothing kinky about this. Depending on where I am backpacking, I have also had black flies come after me with a knife and fork, no-see-ums disappear up my nose, and horse flies hit me repeatedly on top of the head kamikaze style. The latter are about as easy to kill as an enraged grizzly bear. When my flying friends aren’t enough to keep me amused, there is usually an ant around to bite me on the toe, or some more tender location that falls under the TMI category, too much information.

Many backpackers today have switched to using lightweight, backpacking showers that they fill up with water and place out in the sun so can enjoy a hot bath. The showers make washing and rinsing much easier and also solve the problem of cold water. But they can’t do anything about the insects.

This old pine reflects the tough life it had led existing on a high granite ridge in the southern Sierra.

Probably the easiest solution to bathing is to just jump into a convenient lake or river. Again, you can’t use soap because it damages the water supply. Truly lazy or tired Trekkers may jump in with their clothes on, thus rinsing their clothes as well as their body. By now, I am sure the reader is beginning to grasp why backpackers gradually become scruffier as the trip progresses.

One issue that is always present is the question of privacy. Do you slip off into the woods by yourself or do you shed all of your clothes and jump into the lake regardless of who is present. The latter range from folks who jump in and make lots of noise, to more shy folks who quietly slip in business like. Our first Trek, a true 70’s type event, incorporated all types. I already mentioned the woman and her coterie of the Three Mouseketeers. She would have preferred a private bath but had to put up with her youthful admirers.

Two of our Trekkers, who I will call Y and Z, were definitely of the Hippie Generation when it came to bathing. Y was an amply endowed woman who floated in a most interesting way, but it was her boyfriend Z, who drew the most attention. Orvis, at 70, still had a fine appreciation of the female body and could be depended on to check out the action at the local swimming hole. We were camping on the middle fork of the American River when he came up to me with an impish grin on his face.

“Did you see Z, Curt?” he asked with wonder in his voice. “His dong goes all the way to his knees!” I just started laughing and couldn’t stop. I couldn’t help myself. But I also made an innocent trip by the swimming hole. Sure enough, Z, who was a skinny guy, had equipment that would have sent a mare running in the opposite direction.

A final photo to wrap up today’s post. I found this tree near Mt. Whitney.

Have you missed one of my posts on the Sierra Trek? Here they are in the order I’ve written them.

1.  A Far-Out Excuse for Escaping to the Woods…

2. What Do Burning Down a Bank and the Sierra Trek Have in Common?

3. From an Ex-Ice Hockey Player, to a Ballerina, to a Witch…

4. Bears, Rattlesnakes, Heart Break, and Ham Cheddarton…

5. It Takes a Worried Man…

6. A Pot Smoking Orgy in the Mountains?

7. 16 Miles without Water: A Rattlesnake, a Lost Trekker, and a Rebellion…

NEXT BLOGS:

Burning Man’s Really Tall Women

Something Fishy

Backpacking in 106 degree F weather, plus the Sheriff comes to visit

“Captain Sully, May I Take Your Photo?” … A Fateful Plunge into the Hudson River

Flight 1549 Airbus 320 that landed on Hudson River.

Airbus A 320, the airplane that Sully landed on the Hudson River, is on display at Carolinas Aviation Museum in Charlotte, North Carolina .

 

“You have to land poor Sully,” Peggy told me. And she was right. We had seen the plane he had been flying when we were visiting with our daughter and her family in North Carolina over Christmas.  A month ago, I had promised to do a post on the ill-fated flight. I was distracted. Ever since, I’ve left Sully circling in the air over New York City. 

 

Passengers make a quick exit onto the wings, into the water, and onto a raft from US Airways Flight 1549 after its emergency landing on the Hudson River. (Photo from the Carolinas Aviation Museum.)

 

Peggy and I were visiting the Carolinas Aviation Museum in Charlotte, North Carolina to check out the Airbus A 320 that Captain Chesley Sullenberger had landed on the Hudson River when I heard, “Captain Sully, may I take your photo?” I looked around, excited that Sully was at the museum. I wanted to take his photo, too! A 30-something guy was making a beeline across the museum toward me. I glanced behind me; no one was there. By then, the man had reached me, beaming, his hand outstretched.

“It’s a privilege to meet you, Captain,” he declared while grabbing my hand.

“I am not Sully,” I laughed, “But you are welcome to take my photo.” He yanked out his iPhone and took a selfie of the two of us, which he immediately sent off to his brother in Texas. I walked over and studied a display that featured the captain. Yes, we both had white hair and a mustache.

On January 15, 2009, Sully, along with first-officer Jeffrey Skiles, left La Guardia Airport in New York on US Airways Flight 1549 on their way to Charlotte, North Carolina. Skiles was piloting the plane. One and one half minutes into the flight, a flock of Canadian Geese appeared, crashed into the airplane, and were sucked into the jet’s engines. Birds crashing into airplanes are nothing new; it’s been happening ever since man learned how to fly. In fact, the month I was born, Westinghouse engineers were firing dead chickens 200 mph at airplane windows to determine if the windows could withstand the impact. Splat!

“I could hear the thump and thud,” Sully said afterwards about the geese.

The impact was fatal for the geese. The ones sucked into the engines immediately became cooked geese, minced and over-done— airplane food, you might say. It could have been fatal for Sully and the other 154 people on Board Flight 1549 as well, had it not been for the extensive experience and quick thinking of Sully. Both jet engines lost power. Zero thrust was available to fly the plane. “May Day! May Day” Sully called to La Guardia. Preparations were made for an emergency landing at La Guardia and at Teterboro, another nearby airfield in New Jersey.  Runways were cleared and fire engines revved up. Sully took over flying the plane from Skiles. Skiles jumped into reading the four pages of the emergency flight manual on how to restart stalled engines.

The flight manual for Airbus A 320.

Sully did a quick mental calculation. Could he  get back safely to La Guardia or Teterboro? Forty years of experience, 20,000 hours of flying, and his official participation in a number of airplane crashes told him no. His plane was too low and his speed was too slow. Trying to get to either of the fields would lead to the Airbus crashing into one of the most densely populated areas of North America. In addition to the 155 people on board, several hundred other lives could be lost.

“We can’t do it … We’re going to land on the Hudson,” he told Skiles and the control tower at La Guardia. “Brace for impact,” he told the flight crew and passengers. The flight crew immediately began yelling in unison, “Brace for impact, heads down, stay down!” “Brace for impact, heads down, stay down!” over and over. As passengers prayed and cried and desperately tried to make last-minute phone calls, Sully aligned the plane with the Hudson River and barely missed the George Washington Bridge. Could he avoid hitting any boats on the river? Could he land at exactly the right angle to reduce the likelihood of the Airbus being torn apart or sent cartwheeling across the Hudson?

People who happened to be looking out the windows of tall skyscrapers along the Hudson watched in heart-stopping horror as the large plane flew by and headed for its fateful plunge into the icy Hudson.

A few seconds before impact, Scully straightened out the plane and pulled back on the rudder to achieve the correct angle for a water landing. And then, 208 seconds after the engines had lost power, the plane plunged into the Hudson and shot under the water, creating total darkness— before it popped back up onto the surface.

The plane was filling with water. Fast action by the crew, with cooperation from the passengers, got everyone out of the Airbus. Sully was the last to leave, desperately trying to make sure that no one was left behind. Nearby boats on the river sped to the rescue. All 155 people were rescued with only a few minor injuries. A hero was created; a legend was born.

The right side of Airbus A 320 also including the raft that passengers escaped into.

A shot of the left side of Airbus 320 showing the damaged left engine.

A close up of the engine.

A final shot of passengers and crew waiting on the wings to be rescued. (Photo from the Carolinas Aviation Museum.)

If you haven’t already seen it, I highly recommend watching the movie “Sully” starring Tom Hanks as Sully and directed by Clint Eastwood.

Next Blog: It’s back to the Sierra Trek!

Mutant Vehicles IV… The Creativity and Magic of Burning Man

The thing about mutant vehicles is you never know what people are going to come up with, like this telephone: Off ‘Da Hook! Burning Man is an “Off ‘Da Hook” kind of place.

I could go on and on with mutant vehicles. Their sheer numbers and variety speak to the creativity and magic of Burning Man. But the camps, sculptures, temples, painting, costumes, performance art, the Man, and even bicycles also speak to the creativity, so I need to move on. Mainly, up until now, I have focused on vehicles that tend to stand out and draw crowds. Nothing is better at this than El Pulpo Mecanico.  There are dozens of other vehicles that also deserve attention that I haven’t covered yet, however. (And I wasn’t around in 2016 to see the latest creations!)

One mutant vehicle I haven’t featured yet, Never Was Haul, is right up there with El Pulpo Mecanico and the Rhino Redemption from my perspective. It’s here today, but there are also dragons and bugs and ships and animals and some really weird stuff. Oh my! Enjoy. (Unless noted otherwise, all of the photos are by Peggy and me.)

I selected this photo of Never Was Haul from my longtime friend Tom Lovering because it is one of his all-time favorite mutant vehicles. I would describe it as a combination of a steam train engine and a Victorian house.

Caboose mutant vehicle at Burning Man.

Trains are one of the themes for mutant vehicles. This caboose fits right in.

Steam engine Mutant Vehicle at Burning Man.

As does this steam engine. The grill on the front of this steam engine and Never Was Haul is known as a cattle catcher, BTW. I am not sure that the cow is in any better condition after a collision with a train, but the engine is. They also work for moose and buffalo!

Dragons are also a common theme for Burning Man mutant vehicles. (Photograph by our friend Don Green.)

Scary dragon mutant vehicle at Burning Man.

This is one of the more scary dragons that roam the Playa. Most of these fellows breathe fire as an added attraction.

Green dragon mutant vehicle at Burning Man.

This dragon was ,um, green and horny. His/her dark snout came from breathing fire. It is standing next to an array of solar panels and the Black Rock Desert serves as a backdrop.

This ferocious looking dragon had chains for reins and palm trees for wings. I think it is a creation of the NOLA camp at Burning Man.

Sparkle Pony Mutant Vehicle at Burning Man.

Numerous animals wander the Playa. This is a Sparkle Pony. (Sparkle Pony is the name for Burners who show up at Burning Man and expect to be waited upon.) Our friend Leslie Lake thinks that is a great idea and has adopted Sparkle as her Playa Name.

Rabbit mutant vehicle at Burning Man.

Some of the animals are just plain friendly looking, such as this rabbit.

Dog mutant vehicle at Burning Man.

And this buck toothed dog.

Cheshire Cat mutant vehicle at Burning Man.

The Cheshire Cat is, of course, noted for its huge grin.

Giant bull mutant Vehicle at Burning Man.

My guess is a giant cow. Her eyes flash out beams at night, giving this friendly beast a more scary persona.

Steampunk mechanical horse mutant vehicle at Burning Man.

This mechanical horse with its carriage represents the heavy steampunk presence at Burning Man.

Chicken Pox mutant vehicle at Burning Man.

I finish off my animals with this humorous Chicken Pox.

Sailing ship mutant vehicle at Burning Man.

Once upon a time, this section of the Black Rock Desert was a huge inland sea. So why shouldn’t there be sailing ships at Burning Man?

The yacht Christina, a mutant vehicle at Burning Man.

And yachts. This boat is named Christina and looks quite gorgeous at night.

Crab with shell mutant vehicle at Burning Man.

As might be expected in an ancient sea there are also numerous creatures of the ocean at Burning Man, such as this crab with its colorful shell.

Articulated fish mutant vehicle at Burning Man.

And an articulated fish.

Many of the fish swimming in the Black Rock Desert feature large teeth, such as this Disco-Fish.

Fish eating fish with provocative tongue mutant vehicle at Burning Man.

Big fish trying to swallow equally big fish. What puts this mutant vehicle into my weird category is the tongue, however. Note the stirrups so a Burner can hop on for a ride.

Sea creature mutant vehicle at Burning Man.

I am not sure what this creature is, but I think it belongs in the sea. I’ll go with seahorse.

Praying Mantis mutant vehicle at Burning man.

There are numerous insect mutant vehicles at Burning Man. My favorite is the praying mantis. So I will let it represent the bugs.

VW Bug art car/mutant vehicle at Burning Man.

Speaking of bugs, here is a VW Bug art car.

Walter the mutant vehicle at Burning Man.

And his bigger cousin (much bigger), Walter the VW Van. (Photo by Don Green.)

Mutant vehicle hot rod at Burning Man.

While I am on vehicles, I’ll include this dream of a hot rodder’s hot rod.

Pucker up mutant vehicle at Burning Man.

Often, it’s the faces on the mutant vehicles that capture my attention. Pucker up.

Joker mutant vehicle at Burning Man.

This joker has another memorable face.

I think ‘Kilroy was here’ of Kilroy fame may have been the inspiration for this face with its large tongue.

 

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